Carburetors



Allg 29, 1967 v R. E.w|| |AMs 3,338,223

CARBURETQRS Filed May 26, 1966 FIG. 1

[N VE N TOR. @6F/f /AA MMS' United States Patent O 3,338,223 CARBURETORSRobert E. Williams, Waynesburg, Pa. (1607 Lower Silver Lake Road,Topeka, Kans. 66608) Filed May 26, 1966, Ser. No. 553,071 1 Claim. (Cl.123-134) This invention relates to carburetors for internal combustionengines and more specifically to a device whereby the air is mixed withthe fuel in a highly combustible and economical manner.

Aside from the conventional jet type carburetor which sprays the fueldirectly into the air, other types of carburetors have all employedmeans for vaporizing the fuel by various methods; such as, injectingcompressed air into the fuel; heating the fuel and collecting thevapors, etc.

This invention is new and different in that it converts raw fuel and airinto a highly vaporized and combustible mixture by the action of the airpassing through the fuel without the assistance of heat, compressed airor other mechanical or chemical means.

It is widely known among those skilled in the art that the conventionaljet type carburetor produces fair performance over a wide speed range ofthe engine but also due to the ineicient droplets of gasoline which arenot converted to vapor, there is the disadvantage that much of the fuelis never converted into enough of a vapor to burn properly. As theselarger droplets of fuel are unburned they cause unnecessary wear on thecylinder walls due to their tendency to wash o any oil iilm which shouldbe present for proper lubrication of the cylinder.

An object of my invention is to produce a highly combustible vaporwhereby there will be no appreciable waste of fuel nor unnecessary wearof the engine due to unburned fuel particles.

Another object of this invention is to provide a highly ecient means ofconverting gasoline into a vaporous state with air without the use ofcomplicated linkages, venturis, or jets.

Another object of my invention is that due to the simplicity of designit can be easily and economically manufactured. The mechanicalsimplicity'assures the carburetor of trouble free performance andlongevity of operation.

Still a further object of my invention is that the air which is drawninto the fuel does not have to be filtered. Any foreign matter in theair such as dust, dirt, and most impurities remain suspended in thegasoline and are not drawn into the vapor. Any large accumulation offoreign matter is easily removed by taking olf the top of the carburetorand cleaning the residue from the body.

And still another object of this invention is that should a re or backlire occur within the intake manifold of the engine, the ame produced isnot able to travel past the flame arrester and into the fuel which isheld in the body of the carburetor.

Still a further object of my invention is to provide a carburetor whichcan easily be adapted to engines which employ any type of a carburetor;whether side draft, down draft, or up draft.

This invention and its operation can easily be understood by referenceto the attached drawing of which:

FIGURE 1 is a cross sectional side view of the entire carburetorassembly.

FIGURE 2 is a top View of the cover plate and attached air tubes.

FIGURE 3 is a top view of the fine mesh wire screen or ame arresterwhich presents a fire from entering the carburetor vapor area.

Referring now to FIGURE 1; as the throttle valve 7 is moved out of theclosed position as shown, the low pressure created by the intake cycleof an internal combustion engine is admitted into area 16, past theflame arrester S, and into the vapor chamber 2. This low pressure causesatmospheric air to be drawn into the carburetor body through the airtubes 8 which are attached to the cover plate 1. In order that the airbe admitted into the vapor chamber 2, it must rst pass through the fuel4 in the form of bubbles. These air bubbles mix with the gasoline asthey rise from the bottom of the air tubes 8 to the top of the fuellevel. The vapor created by this action is then drawn past the flamearrester 5, into area 16, thence past the throttle valve 7 and into area15 which is bolted to the intake manifold of the engine by the base ofthe carburetor 14. Upon leaving area 15 the fuel air vapor passes intothe cylinders by Way of the intake manifold (not shown).

The fuel level 4 is held at a constant level within the body 3 by meansof a conventional oat valve 6 and float 12. The fuel is admitted intothe valve 6 by a small diameter fuel line 10. Pressure is applied to thefuel in line 10 by means of an external fuel pump (not shown) or by agravity feed system (not shown) FIGURE 2 shows the top of the coverplate 1 which is attached to the body 3 by bolts 17. The bolts 17 aresecured to the body 3 by protruding lugs 11 which are welded or castonto the body. An air-tight gasket 18 is located between the cover platel1 and the body 3 to insure an airtight seal between the atmosphere andthe vapor chamber 2.

The body 3 and the cover plate 1 are made of steel or of a metal whichis easily cast. The air tubes 8 are made of brass and secured to thecover plate 1 by means of brazing or any suitable manner to assure anairtight seal.

A ame arrester 5 is shown in FIGURE 3. This safety device is secured bymeans of a screw to the top of the pipe extending up through the fuel.The inside of the pipe forms areas 15 and 16 plus it acts as a means ofattachment for the throttle valve 7. This pipe is an integral part ofthe body 3.

Should a fire occur within the engine or the intake manifold it cannotreach the vapor chamber 2 due to the ne mesh wire screen (ame arrester5). Flame or lire will not pass through a screen of an extremely tinemesh; however, the fuel air vapors are readily and easily admittedwithout restriction.

It is possible that minor changes in size, detail and arrangementscoming within the field of invention may be adopted in practice.

Having thus described my invention what I claim is:

A carburetor for supplying a fuel .air mixture to be burned comprisingenclosed chamber means for holding a supply of liquid fuel, said chambermeans including a bottom wall having a central opening therein, anupstanding peripheral side wall, and a removable top wall having aplurality of inlet openings therein, means for supplying liquid fuel tosaid chamber, means for regulating the fuel supplied to said chambermeans for maintaining a selected upper level of liquid fuel above saidbottom Wall, a fuel air conduit for delivering a fuel air mixture to beburned and projecting upwardly into said chamber means through saidcentral opening in said bottom wall, said conduit having an open upperend spaced above said selected upper level of liquid fuel in saidchamber means and below said top wall and an open lower end adapted forconnection with the intake manifold of an internal combustion engine,throttle valve means in said conduit below said chamber means forcontrolling the ow of fuel air mixture to said engine, screen meansmounted across the upper open end of said conduit, and a plurality ofspaced apart, air supply tubes for directing air into the liquid fuel insaid chamber means, said tubes being equally spaced around said conduitand supported by said top wall, each of said tubes including an openupper end in communication with the atmosphere through one of said inletopenings in said top wall and an open lower end spaced beneath theselected upper level of fuel in said chamber means whereby combustionair is drawn downwardly through said tube from the atmosphere intoysaidliquid fuel and rise upwardly therein before flowing downwardlythrough said conduit for combustion.

References Cited UNITED STATES PATENTS 4 1,156,924 10/1915 Nichols261-124 2,338,044 12/ 1943 Lanser 261-72 X 2,658,489 11/1953 Putt261-121 X FOREIGN PATENTS 356,405 l/ 1938 Italy.

HARRY B. THORNTON, Primary Examiner.

RONALD R. WEAVER, Examiner.

